Control for motor-vehicles



Patented J an.

G. F. UN.

CONTROL FOR MOTOR VEHICLES.

APPLICATON FILED JUNE 28| 19H3( as /Z/ 201',

@Honncnf www G'. F. LINE. coNmoL FoR Moo VEHICLES. APPLICATIQN FILEDJUNE 28, 1918.

1921. 2 SHEETS-SHEET 2.

Patented Jan. 11

me/rido? I PATENT l OFFICE.

GEonGE E. LINE, or, mnvcIE, INDIA-NA.

ooN'rEoL ron moronsvEHrcLEs.

i Application led .Tune 28,

To all 'whom t may concern:

Be it known vthat I, GEORGE F. LINE, a citizen of the United States, residin .at Muncie, in the county of Delaware, tate of Indiana, have invented certain new and useful Improvements'in Controls for Motor- Vehicles; and I do hereby declare the followin to Ibe a full, clear, and exact description of the invention, such as will enable others skilledv in the art to which it appertains to make and use the same.

This invention is an improvement in motor vehicles and has particular reference to an air pressure controlled mechanism for l `operating -the clutch, brakes of a Vehicle.

transmission and An object of the invention is the provision of an improved mechanism controlled from the drivers seat of a vehicle to'operf ate the clutch, shi-ft the gears of the transmission to obtain various speeds and actuate the brake by airl pressure derivedfrom a source of su ply. l

The inventlve idea involved is capable of receivinga variety of mechanical expressions, one of which, for the purpose of illustrating the invention, is shown in the accompanying drawings wherein l4 igure 1 1s a top plan view partly in section, of the means controlling the supply` of air pressure.

Fig. 2 isa vertical longitudinal section through the transmission gear operating mechanism.

Fig/3 is a similar view through 'the clutch operating mechanism.

Fig. 4 is a similar view through the brake operating mechanism.

Fig; 5 is a section on the line 5 5 of Fig: 1. n F ig. 6 is a section oir the line 6-'6 of gig. `7 is a section on the line -7-.7 of

Fi 2 i p s ig. 8 is a fragmentary section similar to Fig. 5 showing the valve in its operated position.` 0 y n The invention is des1gned to be used 1n y'connection with the clutch, gearing trans'- mission, and brake of a motorl vehicle vfor4 operating said -parts as desired and the clutch preferably has associated therewith a cylinder 10 in which is slidably mounted a piston 11 connected to the rod 12 at oneend thereof, the other end .of said rod eing `securedQ'in any desired. manner, not

Specication Aotllhetteru Patent. Patented J an. 11, 1921.

191s. s'eriai No. 242,405.

pressure is supplied into the interior of cyl-4 lnder 10 on one side of the piston 11 sorasl to actuate the same in the desired direction and when this pressure is released, in a manner to be later described, the piston 11 will return to its normal position under the action of the clutch spring as is usual.

The mechanism employed tol actuate the dii'erent shown) preferably comprises a casing 14 having the horizontal and vertical partitions15 and l-respectively, which divide the interior f the casing into ,a series of cylinders 17, 18, 19 and 2O having slidable t erein the pistons 21, 22, 23 and 24. The pistons 21 and V22 are connected by-a rod 25l slidable through apacking land 26 in one end of the ,casing 14 and a so through the vertical partition 16, and said rod has mounted thereon between the two pistons the sleeves 27 and 28 'which limit the movements of the pistoils 21 and 22 by enga ement with the vertical partitions 16. he rod 25 of thevpistonsis connected to the mechanism (not shown) for shifting 4the 'low speed and reverse gears ofthe trans# mission so that when the rod 25 is operated to the left, see Fig.- 2,- the low gear speed will be thrown into operationy and when actuated to the right, as shown yin said figure, the reverse gearwill be operated. Alr

gears ,of the transmission (not pressure is employed to actuate the pistons 21 and 22 and `for this purpose the c sing',

14 has mounted therein right of the iston 21 in order to move the D same to the eft and throw the low speed gear into operation. The neutral piston 22 1n the cylinder 18 is employed to throw the reverse and` low speed gearsl outl of ,operation and has communicating therewith the loo pipes 31 and; 32,'the' former supplying 'air to the left of the piston 22 to move the same .to the right while the latter pi e feeds the,

airlinto the cylinder to move e piston 22 to the left to throw the reverse gear out o f operation. The pistons 23 and 24 are simllarly connected by a rod 33 extending through theend of the casing 14 in the same manner as the rod 25 and the movements of said pistons are also limited by the sleeves 34 and 35. The piston is adapted to be moved to the left in order 4 to throw the intermediate speed ear into operation and to this end the cy inder 19 has communication .with a'pipe 36. In order to move the active piston 23 to the right to produce the high speed, the cylinder 19 also has mounted therein an end of the air lfeed pipe 37 so that when the air is injected into the cylinder upon the left of the piston 23 the same will be moved toward the right end of the cylinder until the sleeve 34 contacts with the partition 161 To throw the intermediate and high speed gears out of operation the cylinder 2O has communicating therewith on opposite sides of ,the neutral piston 24 therein the pipes 38'and 39 which feed air pressure into the cylinder on the left and right, respectively, of said piston 24 to move the same in the different directions.

ln throwing the low and reverse gears out of operation by actuating the piston 22 to the right or left, it is necessary that said piston assume its neutral position, shown in Fig. 2, and to this end, the horizontal partition 15 has, in the upper surface thereof, the neutral exhaust ports 40 between which the piston 22 will rest; and as the same is moved in either direction and passes over the exhaust ports, it willbe apparent'that the air injected into thev cylinder 18 will pass out through the ports and into the main exhaust passage 41 Similarly, the chamber 2O is provided with theneutral exhaust ports 42l which communicate with lthe main exhaust 41 to permit of the escape of air pressure in said chamber when the piston 24 is moved to its neutral position.

The brake mechanism of the vehicle has associated therewith the cylinder 40 in which is slidably mounted the piston 41 having the usual rod 42 extending through one' end of the cylinder and connected to the brake mechanism so that when the piston 41 is operated in one direction the brake will be actuated and in order that the piston may be returned to its normal position the rod is encircled by a coil spring 43 which returns the piston when airis exhausted.

The means for directing air pressure to the several pipes mentioned above and thence to the different cylinders, is illustrated particularly in Figs. 5, 6, 7' and 8. This pressure distributing mechanism comprises a valve casing 45 in one end portion of which is a frusto-conical valve seat 50 in which is fitted a correspondingly shaped valve or plug 51y having an upwardly7 di valve 51 and in communication with the branch pipe 47, is the lower end of an air passage 52 whose upper end extends laterally and communicates with an arcuate channel 52 extending around the periphery of the valve for a little over 90.D as seen in Fig. 6. Directly opposite this channel is another channel 5.4 extending around the pgeriphery of the valve for a little over 180o. oth channels are seen in Fig. 6. The pipe 13 from the clutch cylinder 10 opens into the valve seat 50 at one side, and the pipe 44 from the brake cylinder 40 opens into said cylinder about 90o from the pipe 13, as also seen in Fig. 6, while an exhaust port 54 directly opposite the pipe 13 leads from the seat into the main exhaust 55.' I With this construction it will be seen that the valve 51 may be set to admit air to the clutch cylinder, or the brake cylinder, or to both; or the valve may be turned so that the y'exhaust channel 54 will place the port 54 in communication with the ipe 13, the pipe 44, or both." Therefore tie operator yhas the fullest control throughv the stem 50 and may'set this valve to actuate the piston 11, or^the piston 41', or both, or to release 4 thflpressure from behind either or both, at w1 y For the purpose of supplying air pressure to the eight pipes communicating with the different cylinders in the casing 14 the valve casing 45 also has mounted therein a valve 56 somewhat similar to the valve 5-1 and rotated by the hand wheel 56 from the drivers seat of the vehicle. The valve 56 is provided With a central longitudinal opening 57 in which is mounted a plugI 58 having an angular passage therein a portion 59 of which extends longitudinally along the axis of .the plug and the other portion 59 communicates with the periphery thereof, and the outer end .of the last named portion is normally closed by th wall of the opening 57 whereby air pressure entering the longitudinal portion 59 of the passage from the sition by means of a coil spring 60 interposed between the lower end of the plug and the base plate 46 and exerting an upward pressure against the former. The wall of the valve 56 'is provided with a radial passage 61 which is adapted` to establish communication between the end of any one of the several pipes leading to the corresponding end of the casingv 45 said valve is also provided in its periphery with an arcuate exhaust channelf62' leading -almost entirelyr around the same, but A inders inthe casing 14, the valve56 is first rotated by itshand-wheel 5,6 to set the radial passage 61 in line with the pipe selected, at which time ally the other pipes would open into the exhaust channel 62 as shown-and there is therefore a free outlet for air from every part ofthe casing 14 excepting that connected with the pipe selected. i The plug 58 is now momentarily depressed by a knob 58 at its upper end, so thatthe radial. portion 59 of litspassage communicates with the passage 61 and .the latter with the pipe `selected, and air under pressure-flows into the casing 14. Let us assume that airenters. through the pipe 38 at the left side of the piston 24 within the, neutral xcylinder 20.

This piston is moved tothe right until 'it n reaches the neutral osition shown in Fig. 2, when both neutral) exhaust ports 42 are open and even if the operator shou1 holdA the plug depressed, the further admission of air Will have no effect. The transmission is therefore moved to a position between intermediate and high.' Assuming that the operator desires to set the transmission at high, he now turns the valve 56 with its passage 61 registering with the pipe 37, air flows into the active cylinder 19 at theleft of the piston 23, and the latter moves to the right which it can doJ because the pipe 36 now relieves the pressure to theI right of this piston andthe pipe 39 relieves pressure vto the right of the neutral pistonl 24. The parts therefore move to the right until the sleeve 34 strikes the partition 16, at which time the transmission isset on high so that if the operator should hold the plug depressed no harm is done. moved inthe other direction to set the trans- Whichever way the parts ,are moved, 'the rod lcarries the piston 24 and ofv course `closes one neutral exhaust 42'; but this exhaust is on that side of the neutral piston which must receive `pressure next through pipe 38 `or 39 to restore the parts t'o their neutral position.

Thus it will beg'seen that the driver has complete controlover the three im ortant mec anlsms 1n his motor vehlcle. e can apply the brake gently and for service pur-v poses, he can both open the clutch and apply the brake andby leaving the valve 51 at that-position he can hold the brake appliedV to 4bring his -machine t a full stop, he'then has both hands free i ired, hecan turn the hand wheel 56', wlth one hand and deand he can now shift his transmission If the, parts were.

'press the knob 58 with a linger of that hand so that the other hand may yet be applied to the handle of the stem 50 if pre erred, from any active position to neutral, and then immediatelv to any, other active position selected.4 vThe several controls are actuated by fluid pressure herein referred to as air pressure which is preferred, although I would not be limited in that particular.

What is claimed (is 1. In a `motor vehicle having a transmission gearing; a casing having vertical and horizontal partitions therein for dividing the same into a pluralit of cylinders, a piston operable in each of7 adapted to be connected to the transmission said cylinders and f gearing for actuating the same, a pair of air feed pipes communicating with each cylinder on opposite sides of the piston therein whereby to move the same in opposite directions, a main supply pipe adapted 'for communication with allf of the pipes leading into the different cylinders, and a Avalve interposed between the main supply pipe and the first namedpipes for control-- lingthe admission of air pressure from the main supply pipe thereto and also permitv ting of the exhaust of the air said first n amed pipes.

2. In a device of the class described, a

pressure from casing having vertical and horizontal partitionstherein for `dividing the same into a plurality of cylinders, a piston .operable in each of said cylinders and adapted to be connected with work to be'performed, a pair of air feed pipes communlcating with each cylinder on .opposite n therein whereby to move the same in opposite directions, a main suppl pipe adapted -for communication with allo the pipes lead.-

ing into the different cylinders, a valve interposed between said main'supply pipe and the first named pipes for controlling the admission of air pressure thereto and normally' in aposition to shut ofi' said air pressure, and a plug rotatable in saidvalve and adjustable `longitudinally thereof to establish communication between said main supply pipe and any one of the first named pipes whereby to feed air pressure mto the latter.

3. In a fluid pressure control for a motor vehicle having clutch, brake, and transmis` ysion mechanisms,sthe combination with a ciylinder having a piston for connection with t sides of the. piston e clutch, a cylinder having' a piston for" connection with the brake, and a cylinder having a pistoni for connection with thek .transmission mechamsm; of a valve casing containing two seats and-an interposed exhaust connected with both, a pipe leading from a source of compressed branched to' both seats, pipes opening into one seat and connected respectively with the clutch and brake "cylinders,X1 pipes openl121s fluid and communication with certain of the pipes,

and each also having a channel adapted to simultaneously connect the remaining pipes with the exhaust. l

4. n a Huid pressure control for a motor vehicle having clutch, brake, and transmission mechanisms, the combination with a cylinder having a piston for connection with a clutch, a cylinder having a piston for connection with a brake, and a casing having two cylinders having pistons adapted -for operative connection respectively with different gears in a transmission mechanism; of a valve casing containing two seats and an interposed exhaust connected with both, a compressed fluid supply pipe branched to both seats, pipes opening into one seat and connected respectively with the clutch and brake cylinders, pipes opening into the other seat and connected respectively with the opposite ends of the several cylinders and independently operable valves in said seats each having a passage in constant communication with one branch:v of the fluid supply pipe and adapted to be set selectively in communication with certain of the remaining pipes, and each also having a channel adapted to connect the remainder of said pipes with the exhaust. i y

5. ln a Huid pressure control for a t'ransmission/mechanism, the combination with a casing containing two cylinders end to end, a piston in each, and a common piston rod adapted to be connected with said mechanism, one cylinder having neutral exhausts at botli sides of the intermediate position of its piston; of pipes leading from both ends of `both cylinders, a distributing valve through the wall of whose casing such pipes open, said wall also having an exhaust duct and an inlet connected with a compressed fluid supply, the valve within said casing having a passage in constant communication with said inlet and deflected radially and adapted to be set in communication with the selected pipe, vand the valve also having an exhaust channel adapted atthis time to connect all other pipes with said duct.

6. In a iuid pressure control for a transmission mechanism, the combination with a casing having two cylinders end to end separa-ted by a partition, a rod sliding through said partition and the head of one cylinder and adapted to be connected with said transmission, and pistons fast on the rod within theV cylinders and having sleeves extending toward the partition; of pipes connected with both ends of both cylinders and leading to a' control valve, the latter connected with a fluid supply and an exhaust vand adapted to be set to control the action of the pistons, as described.

7. A control for transmission mechanisms, comprising a casing containing longitudinal and transverse partitions dividing it into two pairs of cylinders end to end, a piston in each of the four cylinders, piston rods for connection respectively with elements of the transmission mechanism and each carrying the two pistons of a pair, pipes leading from both ends of all cylinders, and a valve for controlling the admis sion of compressed fluid to the selected pipe and the connection of the remaining pipes with an exhaust.

ln testimony whereof, l aiiix my signature, in' the presence of two witnesses.

GEORGE F. LINE. l

Witnesses: v

RUBY DrrzLER, LaoP. HARRINGTON. 5 

